Electric-railway system



(No Model.) 3 Sheets-Sheet 1.

' J. D. GIBBS. v

I ELEG'TRIO RAILWAY SYSTEM.

No. 599,604. Patented Feb. 22 1898.

ll-l l l I I l I O I l l I l I l l I (No Model.) 3 Sheets-Sheet 2.

J. 1). GIBBS. ELECTRIC RAILWAY SYSTEM.

No. 599,604. Patented Feb. 22,1898.

S 3 SheetsSheet 3.

(No Model.)

SYSTEM.

J. D. G'IBB ELECTRIC RAILWAY Patented Feb. 22, 1898.

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Jameo" J 6255;, MM 6 UNITED STATES? PATENT OFFICE.

JAMES D. GIBBS, OF CHICAGO, ILLINOIS.

ELECTRIC-RAILWAY SYSTEM.

SPECIFICATION forming part of Letters Patent No. 599,604, dated February 22, 1898.

Application filed March 14:, 1896. Serial No. 583,250. (No model.)

T on whom it may concern:

Be it known that 1, JAMES D. GIBBS, residing at Chicago, Cook county, Illinois, have invented certain new and useful Improvements in Electric-Railway Systems, of which the following is a specification.

The object of my invention is to devise an electric-railway system which shall be simple and inexpensive in construction and reliable and efficient in operation; and my invention consists in the features hereinafter described and claimed.

In the drawings, Figure 1 is a longitudinal sectional elevation of a conduit, taken on line l'of Fig. 2; Fig. 2, a cross-sectional elevation thereof on line 2 of Fig. 1; Fig. 3, a plan view of the traveling contact or current-collector; Fig. 4c, a planview of the conductor-rails and contact-boxesin the conduit; Fig. 5, an enlarged sectional View of one of these boxes, taken on line 5 of Fig. 6; Fig. 6, a sectional plan view on line 6 of Fig. 5; Fig. 7, a top plan of the live contact-plate; Fig. 8, a section on line 8 of Fig. 6; Fig. 9, a plan of the surface system; Fig. 10, an enlarged longitudinal sectional elevation of a portion thereof, taken on line 10 of Fig. 9; and Fig. 11, a cross-section of another system similar to the underground system shown in Fig. 1.

As heretofore mentioned, my device may be operated either on the surface system, as illustrated in Fig. 9, or on the undergroundconduit system, as illustrated in Fig. 1, and it will therefore be understood that I do not intend to' limit or restrict myself to either form, except as may be claimed.

1 will first proceed to describe my invention as applied to the underground or conduit system. The conduit A may be of any desired form and dimensions and may be located in anysuitable place adjacent to the tracks, between the rails, as shown, or outside thereof, or otherwise, as may be decided The usual slot a upon or foundexpedient. is formed for the entrance of the traveling contact or curren t-collector, which will be hereinafter described. Upon shelves or brackets a within the conduit I support what I term contact valves or boxes B, which are arranged at suitable distances apart.

Extendingfrom each box are two independent plungers C O, which are normally forced outwardly by means of suitable springs c c or other yielding devices. Between corresponding plungers (see Fig. 4) and attached in any suitable manner to the free ends or heads thereof are longitudinally-extending contact-rails D D D which are insulated one from another and separated, but partially overlapping, as best illustrated in the plan View. The rails are preferably beveled or tapered slightly at their ends in order to provide for the smooth running of the traveling contact thereupon.

Projecting through the slot and carried by the car is a current-collector or traveling contact device-E, which, as shown, is preferably composed of a duplex trolley-wheel pivoted on a hanger in order to insure constant and perfect contact. As clearly illustrated in Fig. 3, each traveling contact device is double and each wheel is provided with two treads e e in order to accommodate the peculiar disposition of the contact-rails. It will be understood, however, that any other suitable form of ourrent-collector may be adopted.

The contact-boxes may be constructed as shown in the drawings, particularly in Fig. 5. Each box consists of a base-plate B, having a central circular recess or depression and also a circular groove 19. A plate or block F, of suitable insulating material,is secured within the circular recess by means of screws f enteringthe base-plate.

The live conductor G runs longitudinally in the conduit, passing through each contactbox, and is thoroughly insulated except for a short space in each box and is adapted to supply current for the system. This supply wire or conductor which is thus insulated may be simply strung from box to box or extend I through a suitable pipe or independent con duit, as desired. The conductor, which is preferably continuous, passes directly through each box and rests in'a channel or groove in the top surface of the insulating-block F, where it is exposed, as shown in Fig. 5. In order to make a suitable contact-surface from which to take off current in a manner hereinafter to be explained, I secure a metallic plate H to the block F by means of suitable screws 'h, as shown, whereby this plate is enlivened by the exposed conductor, but completely insulated from the other portions of the box.

The supply-wire may consist of sections extending between the boxes and joined directly to the contact or conductor plate, if desired.

The parts just described are completely inclosed and insulated within the box or casing, which consists, further, of a ring J, resting upon the bed-plate. A flat strip J of insulating material rests upon the top of the ring and is preferably provided with a raised portion j. This strip serves to insulate the two metallic bearing-plates K K from the ring and from each other. Each of these bearing-plates consists of a flat horizontal portion and a vertical hub portion or bearing-sleeve through which the plunger passes. These plates lie in the same plane and a space is left between them which receives the raised portionj of the lowerinsulating-plate, whereby the bearing-plates are not only insulated from one another, but also prevented from rotating and causing contact. Resting upon these bearing-plates is an insulating-plate J similar to the plate J except as to the raised portion. In order to securely attach all these parts to the base-plate, but have the bearingplates insulated therefrom, I employ any desired number of screw-bolts g, extending up through the bed-plate, passing through internal lugs in the ring J and through the insulation J, and thence passing through enlarged openings 7; in the bearing-plates, so that the bolts shall not come into contact therewith, and finally through the insulation J The parts are firmly held together and to the base-plate upon screwing down the nuts upon the end of the bolts. Any other desired means may be employed for the same purpose.

As a casing around all the parts I use a bell-shaped cap L, which is bolted to the baseplate, after which insulating material 13 may be poured or introduced into the box and caused to fill all spaces therein except the small chamber containing the exposed conductor and contact-plate, into which it cannot enter. In this mannersuch exposed conductor is thoroughly insulated and contained in a perfectly air-tight chamber, and current cannot be taken off except as arranged by contacting the exposed conductor or contactplate.

Each plunger is completely insulated from its companion in the same box and is preferably provided at its lower end within the chamber with a contact-head G which is adapted to contact the plate II to take off current whenever forced thereupon against the tension of the spring or other yielding device.

My system, being constructed and arranged as hereinbefore set forth, operates as follows: Assuming that a car is approaching from the left, Fig. 1, the traveling contact thereof presses upon the rail D, it being understood that all the contact-rails are normally positioned in a slightly-higher plane than the time would be supplied with current.

traveling contact of the car, so that when such traveling contact presses upon a rail the latter is forced toward the box. The depression of the rail D forces downward the plunger 0' and also its companion plunger at the opposite end of the contact-rail (not shown) and makes contact with the plate I'I. Connection being thus established with the live wire, the contact-rail D is energized with current, and thatrail alone, as long as the contact device is traveling thereupon. The contact-wheel then pressing upon rail D operates the plungers C C in a similar manner and establishes connect-ion between that rail and the supplywire, causing the enlivening of that rail. The rails are preferably arranged so as to slightly overlap in order that the next succeeding rail will be reached before the last is departed from, so that for an instant of time two adj acent rails may be simultaneously enlivened; but, as heretofore referred to, the rails may be laid end to end, with space or insulation between, in which event only one rail at a Any desired amount of taper may be provided at the ends of the rails, and in the drawings I have somewhat exaggerated it for the sake of clearly illustrating the idea. The traveling contact, passing off from the rail D, enters upon the rail D and depresses it, together with the plunger 0 which is thereby brought into contact with the energized plate within the box, whereby the rail D is enlivened and the current, as before, conducted through the traveling contact to the car-motor. It will thus be seen that practically only one section of the contact-rail is energized at one time, and the loss by leakage and otherwise and the liability of danger of contact with an exposed conductor is reduced to a minimum.

Each box is provided with a single contactplate, which is adapted to be contacted by each of the plungers when depressed, so that when one plunger leaves the contact-plate the current is already established through the other plunger by contact with the same plate. In this manner all liability of sparking or arcing in the boxes is avoided.

In Figs. 9 and 10 I have shown one mode of application of my system to the surface plan. In this construction longitudinal stringers M M are laid upon the ties between the rails, and contact-boxes M are arranged between the ties, as clearly shown in Fig. 10, and they are disposed at suitable distances apart, with the insulated conductor M extending along the line of railway and passing through each box in a manner similar to the conduit system. The operation of this construction is identical with that of the other system and does not, therefore, require description. In the drawings I have shown the contact-rails laid centrally of the track; but it will be understood that they may be otherwise disposed or arranged.

The system shown in the first two sheets of drawings is operated on what is termed the overrunning contact plan; butin Fig. 11 I have shown a conduit system operated on the underrunning contact plan, which necessitates only a reversal of parts with a few minor changes, resulting in the construction clearly shown in such figure. The contact boxes N are inverted and the plungers are permitted to drop downward by gravity out of contact with the live conductor-plate with in the box. If it is not desired to depend entirely upon gravity, suitable springs may be employed,as in the othersystem. The hanger 'n, carrying the contact-wheel N, is curved and is extended so as to bring the wheel in contact upon the under face of the rails. The contact-rails are understood to normally rest in a slightly-lower plane than that traveled by the contact-wheel, so that they will be forced upward by the wheel in the same manner as the other rails were forced-downward in the overrunning contact system.

It is obvious that many changes in the construction and arrangement of parts may be made and that the rails may be arranged in divers ways-as, for instance, the adjacent ends may be connected together by an insulated rivet or bolt, thus causing asimultaneous energizing of two adjacent sections of rail, or the rails may be laid end to end with insulation between or air-space intervening, but independent in action from each other.

Although I have described more or less precise forms and details of construction, I do not intend to be understood as limiting myself thereto, as I contemplate changes in form,

proportion of parts, and the substitution of equivalents as circumstances may require or render expedient and without departing from the spirit of'my invention.

I claim- V 1 1. In an electric-railway system, in combination with a supply-wire, traveling contact and a contact-rail formed in sections insulated from each other, the means forsupplyv along the line of railway, each box comprising a casing with the supply-wire passing therethrough near the bottom thereof and having a portion exposed, a contactplate resting upon the exposed portion of the supply-wire and enlivened thereby, two bearingplates K K in the box, two plungers reciproeating therein and having their inner ends in close proximity to the contact-plate, plates J J 2 of insulation arranged upon either side of the bearing-plates and insulating the same from the box,'the plate J having a raised portion j extending between the adjoining edges of the two bearing-plates, thesaid plungers carrying two adjoining sections of rail, and springs adapted to normally force the plungers outwardly out of contact with the contact-plate.

2. In an electric-railway system the combition of a series of contact-rails, contact-boxes lated from each other, the means for supply ing the separate sections of rail with current from the supply-wire consisting of contactboxes arranged at intervals along the line of railway each box comprising a casing, a baseplate, a block of insulation thereupon, on which block the supply-wire rests, two bearing plates or sleeves within the casing insulated therefrom and from each other, two plungers reciprocating in the sleeves and adapted to contact the same supply-wire when depressedland means for normally holding the plungers out of contact with the supplywire.

4. In an electric-railway system, the combination with the car, of a line conductor, a series of contact-rails arranged in insulated sections and adapted to be enlivened when forced in contact with the line conductor, a hanger carried by the car, and a duplex trolley pivotally mounted on the hanger, and provided with double tread whereby constant contact is assured and a section ahead is positively enlivened before the one behind is departed from.

5'. In an electric-railway system, the combination with the car, of a supply or line conductor, a series of contact-rails arranged in insulated sections and adapted to be enlivened when forced in contact with the line conductor, such rails overlapping at their ends, and a trolley having two contact-wheels each provided with a double tread.

6. In an electric-railway system the combination of a supply-wire, travelingcontact, a contact-rail formed in sections insulated from IIO each other and means for supplying the separate sections of rail with current from the supply-wire at the proper time consisting of contact-boxes arranged at intervals along the line of railway, each box comprisinga casing B having a base B forming a closed interior chamber, a block F therein secured to the base, said supply-wire G being bared within the chamber and resting upon the block, a contact-plate H secured to the block and contacting the bared portion of the supply whereby such plate is at all times enlivened, bearing-sleeves K, K in the box insulated from the box and from each other, plungers reciprocating in such sleeves and having heads 0 at their inner ends within the chamber adapted to contact the plate H when depressed or forcedinward and means for normally hold ing the plungers outward from contact with said plate, the plnngers carrying two ad joinin g sections of rail.

7. In an electric-railway system, the combination of a supply-wire, traveling contact, a contact-rail formed in sections insulated from each other and means for supplying the separate sections of rail with current from the supply-wire at the proper time consisting of contact-boxes arranged at intervals along the line of railway, each box comprising a casing B, a base 13, a ring J resting upon the box and forming an interior chamber in connection therewith and the casing B, such ring being somewhat less in dimensions than the casing and leaving a space between it and the inner wall of the casing, a strip of insulating material J resting upon the top of the ring, separate bearing-sleeves K K imposed upon the strip J but insulated from each other and extending through the strip, a strip J 2 of insulating material upon the bearing-sleeves, plungers reciprocating in the sleeves respectively, the supply-wire G passing through the box and being bared within the chamber, a contact-plate II contacting the bared portion of the wire, the inner ends of the plungers being adapted to contact and take current from the plate when they are depressed, and means for normally holding the plungers outward, out of contact.

8. In an electricu'ailwaysystem, the combination of a series of contact-rails arranged in sections, contact-boxes arranged at intervals along the line of railway, a line conductor passing through each box, the conductor being insulated except within each box, a traveling contact and two plungers mounted in each box and each connected to the sections, said plungers being adapted to be forced into the box upon the same contact-plate when the rails are contacted by the traveling contact, to form a direct connection with the line conductor, each section of rail extending between two of the boxes and supported substantially at each end by plungers in adjoining boxes, the sections of rails connecting the plungers in pairs.

JAMES D. GIBBS.

\Vitnesses:

SAMUEL E. NIBBEN, ELSIE IIEMETT. 

